Spring-starter of automobile-engines.



9| 7. atented Jan. 8, 1918. 2 SHEETS-SHEET I J. K. STEWART, DEGD.

J. a. SIEWART. sxzc umx.

SPRING STARTER 0F AUTOMOBILE ENGINES.

APPLICATION FILED FEB 9 I916 RENEWED MAY 28 I a i M J, K. STEWART,'DECU.

I 1 k. s1E'wART. ixu mmx .SPRING STARTER 0F AUTOMOBILE ENGINES.APPLICATION FILED r:a. 9. 191's. RENEWED MAY 28. 1911.

' Patented Jan. 8, 1918.

2 SHEEN-SHEET 2.

UNITED STATES PATENT OFFICE.

JOHN K. STEWART, OF CHICAGO, ILLINOIS; JULIA B. STEWART EXECUTRIX OFSAID JOHN K. STEWART, DECEASED.

SPRING-STARTER F AUTOMCBILE-ENGINES.

Specification of Letters Patent.

Patented Jan. 8, 1918.

Application filed February 9, 1916, Serial No. 77,341. Renewed May 28,1917. Serial No. 171,597.

To all whom it may concern.

Be it known that 1, JOHN K. STEWART, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented new and useful Improvements in- Spring-Starters ofAutomobile-Engines, of which the following is a specification, referencebeing had to the ac- Fig. 3 is a Fig. 2. I

Fig. 4 is a section at the line 4-4 on Fig. 2. Fig. 5 is a detailsection at the line 5-5 on Fig. 2.

Fig. 6 is a section at the line 66 on Fig. 2.

In the structure shown in the drawings the starter casing, 1, issubstituted for the mount usually positioned on the forward transverseframe bar of the chassis above the forward spring (indicated at'A) forsupporting the forward end or pivotal nose of the crank casing of theengine, and C represents that forward end of' the crank casing lodged onthe seat prepared for it in the rear end part of the starter casing. Thestarter casing is securely bolted to the chassis trans-- verse frame barby means of the horizontal flanges, 1 provided on said casing. A

coupling shaft, 2, for connecting the engine shaft, 3, with the startershaft, 4, has its rear end connected with the engine shaft by the sockethead, 2, on the rear end of the coupling shaft, entering over the hub ofthe fan pulley and within the rim of the latter where said socket headis pinned fast to the engine shaft by means of the pin, 5, whichcustomarily serves for securing the fan pulley and engaging the handstarter shaft, the pin being first withdrawn to admit said socket head,then replaced passing through holes in the socket head and securing it,with some flexibility of connection, but permanently, to the engineshaft. The coupling shaft passes loosely through, but obtains no bearingin, the bearing aperture of'the forward end, G. of the engine crankcasing; and forward of that hearing it is loosely coupled for rotationwith the starter shaft, 4:, the coupling shaft having its forward endsquared for engaging loosely in a square socket in the rear end of saidstarter shaft, which is journaled as hereinafter described in'thestarter casing which is rigid with the chassis as above described. Thecoupling shaft is thus carried loosely at both ends in shaft memberswhich are each definitely positioned in bearings, all of which are onsupporting structure which is rigid; and the coupling shaft maytherefore be said to float on the two shafts which it connects forrotation. This looseness of connection serves to accommodate anyinaccuracy in the axial alinement of the starter shaft with the engineshaft, said shafts, however, being designed to be alined as nearly aspracticable in the mounting of the starter casing on the chassis bymeans described. I A

The starter casing comprises the rear member, 1, rigid with the flangesby which the casing is mounted on the chassis forward bar as mentioned,and the forward member, 1", which is telescoped with the rear member at1, where the two members are further secured rigidly together byscrews, 1. The several rotating parts of the starter mechanism aremounted by means of ball bearings,

the outermost being thus carried directly on the casing, and eachinterior rotating part being journaled by ball-bearings on an exteriorpart, so that the engine-connected starter shaft, 4, which is at thecenter of the entire mechanism,- floats on or in the exterior membersand is supported by them instead of supporting them; This feature ofconstruction which will fully appear from the further description tendsto render the device very light running by relieving the fast runningmain shafts from all pressure bearings except that of their own and thatwhich results from the work which they are performing.

The casing member, 1 houses the power spring, 8, whose outer end issecured to that member by a bolt, 9, around which the spring is foldedand which is anchored at one end in the outer or forward wall of thecasing member, and at the other end in the steel bearing rin 10, whichis forced tight into the rear end of said casing member, 1", and formsalso one side of a ball-race for ball bearings hereinafter moreparticularly described. The inner end of the power spring is secured toa drum extension hub or sleeve, 11*, of the driving gear, 11, of aplanetary spring-winding train which comprises also the master/ gear,12, held stationary by means hereinafter described, the prime driv-,

it respectively. For each revolution of the,

prime driving gear, 13, the planet pinion,-14, if it were not meshedwith the master gear so as to be compelled to travel planet-wise aroundwithin the latter would make two revolutions about its own axis; butbeing com- .pelled to make the planetary travel, it will in these tworevolutions make one-half a planetary revolution in the same directionas the prime gear; so that the prime gear'will in fact have .to make onerevolution and a half togive the planet pinion-two revolutions about itsaxis; and said prime gear will therefore haveto make three completerevolutions to cause the planet pinion to make one complete orbitalmovement around within the master gear. In one such complete orbitalmovement, the planet pinion meshing at all times both with the mastergear and with the final gear which has one tooth less than the mastergear, will force the .final gear to make one tooth rotary movementrelatively to the master gear which is fixed; that is to say, the finalgear will advance in its rotation one tooth for every three revolutionsof the prime gear. As illustrated, the planet pinion having sixteenteeth and the prime gear thirty-two teeth and the final driven gearsixty-four teeth, said final gear makes one complete revolution forevery one hundred andninety-two revolutions of the prime gear when thatprime gear is being driven by the clutch connection described with theengine shaft; and it-will therefore require one hundred and ninety-tworevolutions of the engine shaft to make one spring winding revolution ofthe final gear, 11; and the power spring being constructed so as to becompletely wound up in notless than three and not more than fourcomplete turns of the winding shaft, it will require substan tially 600revolutions of the engine shaft to completely wind up the spring.

For producing this result it will be understood that the master gear,12, is held stationary, the means provided for so holding it when thepower spring is to be wound up, consists of a brake strap, 16,preferably of metal and of familiar construction for having thenecessary flexibility, engaging a 'V-groove,'12, in the periphery of themaster gear. One end of the brake-strap is secured to the casing member,1, at 16, and the other end is provided with a chain connection 16 forwindin around a ti htenin 7 b b O shaft, 17, which is journaled at 17,on the casing member, 1, and is provided with a lever arm, 17", to whichthere is attached one end of a spring, 18, whose other end is secured toany convenient point on the chassis frame, the spring being stretchedfrom the lever arm to said fastening to a tension suflicient to causethe tightening shaft, 17, to draw the brakestrap snugly into theV-groove of the master wheel, so that 'the slightest rotation of thelatter in the direction for letting the power spring unwind, will causethe frictional grip of the brake strap to be tightened for holding themaster wheel, 12. A second lever arm, 17, of the tightening shaft, 17,is connected by any convenient means,as the cable, 19, ex-

tending in a guide tube, 19,with a handle located at the dash-board forpulling on the lever arm, 17, to rock the tightening shaft, 17, againstthe resistance of the spring, 18, causing relaxation of the grip of thebrake on the master gear, the latter being elastic and normally disposedto expand to release it from the V-groove of the master gear.

Upon considering the organization of the train and clutch connectionsbetween the by-rotation in that direction cause the brake engagedwiththe V-shaped groove, 12, in the periphery of said wheel to beslacked or released. The winding of the spring which will occur in sucha reverse rotation, it will be observed, being about six hundred timesmore rapid than will occur in the proper running of the engine, or thenormal winding of the spring, will tend very strongly to check and willshortly stop the reverse rotation of the engine shaft, while at the sametime the resistance of this spring being a yielding resistance willprevent the stoppage from ,imposing a severe shock upon the mechanism.Upon consideration it will be observed that this result is dependentupon. the fact that relation between the elements of the planetary geartrain are such that the final driven gear of that train, 11, whenactuated through the medium of the train, revolves in the oppositedirection from the prime gear, 13, of the train, and therefore in theopposite direction from the normal or forward rotation of theengineconnected shaft, taken in conjunction with the fact that the motorspring is wound and unwound from the same end.

The entire structure is designed with a view to journaling-all rotatingparts in roller bearings, balls being preferably employed as hereinafterspecifically indicated. The master gear, 12, is mounted in the casingmember, 1, by means of ball bearings,

, 19, the outer member of the ball-race being formed by a steel ring,15, forced into a seat provided for it in said casing member, 1,

and the'inner seat of the balls being formed at 12 on the back of themaster gear.

The final driven gear, 11, is journaled in ball-bearings at 20, theballs being interposed between three members, viz., the steel ring, 10,forced into the mouth of the casing member, 1; the outer periphery ofthe final gear, 11, and the forward edge of the'master gear, 12. Saidfinal driven gear, 11, has another ball bearing indicated by the balls,22, provided for it at the end of its hub or sleeve, 11, whichconstitutes the drum to which the inner end of the power spring issecured as above mentioned. The outer .member of the ball-race at thisbearing is formed by the steel ring, 23, forced into a seat provided forit in the forward reduced end of the casing member, 1", the opposite orinner member of the race being formed at 24 by the forward outer cornerof the hub or drum, 11. These two longitudinally separated bearings ofthe gear, 11, give it the desirable support for carrying the stress ofthe power spring which is secured to it between said longitudinallyseparated bearmgs.

The prime driving gear, 13, it will be noticed, is a sleeve throughwhich the engine said shaft a seat within the prime driving. gear, 13,and the latter affords a hear ng within the final driven gear, 11.

Upon considering these several ball bear- 29, forced into the gear, 11.The

lines, the successively exterior bearings be ing as nearly as possible,and in fact very nearly, in direct trans-axial planes containing therespectively interlor bearings. Itor example, it will be noticed thatthe ballbearing, 25, is in the same trans-axial plane with theball-bearing, 30, within it; that the other bearing of the prime gear,13, at, 26, is in the same trans-axial plane in the outer bearing, 20,of the final driven gear, 11, and that the bearing, 19, of the mastergear, 12, in the casing is in a trans-axial plane intermediate betweenthe plane of the bearings, 25 and 30, and the plane of the bearings, 20and 26. This arrangement eoncentrating the principal hearings in anarrow trans-axial zone or belt so that the pressures are transmittedquite directly from bearings of said gear, 11, in the casing. re-

sult in a desirable approximation to equalization of the pressure uponall the bearings, and avoidance of all lateral stresses which might tendto distort or cause undue concentrationof pressure upon any bearing incase of looseness of any other bearing.

Thewinding up of the power spring, 8, by the running of the engine,rotating the engine-connected starter shaft, 4, through the medium ofthe coupling shaft, 2, is effected through the medium of thespeedreducing train above described. beginning with the prime gear, 13,and ending with the final gear, 11, which has the drum to which theinner end of the spring is attached; and for this winding operation theengine-connected shaft, 4, is provided with means for clutching it tothe prime gear, 13, consisting of a ratchet clutch head, 4", formed as aflange turning outwardly from the rear end of said engine-connectedstarter shaft, 4, and having its clutch teeth facing forwardly forengaging the rear end of the prime gear, 13, which, as above stated is asleeve and has its rear end formed with cooperating ratchet teeth forengaging the forwardly-projecting ratchet teeth of the clutch head, 4".

Over-winding of the spring is prevented is held against rotation in thecasing, or

with respect thereto, by means of a disk, 41, which is bound between theforward end of the casing member, 1, and a terminal piece, 1 of saidcasing, which is bound onto the forward end of the member, 1", clampingthe disk, 41, by means of bolts, 42, said disk being annular and havingradial projections,

43, preferably three in number, fromits inner circumference engaging'acorrespond ing number of longitudinal key-ways or slots, 40*, in theouter surface of the sleeve, 40, cutting across the threads thereof. Onthe reduced forward end portion of the shaft, 4, there is mounted asleeve, 45, having its forward end flanged outwardly for engaging infront of the forward end of the threaded sleeve, 40, and having rigidlyconnectedvwith it and carried by it on its rear enda sleeve, 47, betweenwhich and the rear' end of the sleeve, 40, there is interposed adistorted disk, 46, operating as a spring reacting against pressure inan axial direction .tending to flatten or straighten it, and tendingthereby to hold the sleeve, 40, at the forward limit of a rangeoflongitudinal movement on the sleeve, 45, that is, to hold it againstsaid flange, The sleeve, 47, at

its rear end constitutes a forward portion ofthe ball-race for the ballbearings, 31, and presses against said balls, 31, in any rearwardmovement which may be given to the sleeve, 45, and said'sleeve, 47thereon. It will be observed that the balls, 31, have their interiorrace formed by a shoulder, 4 on the shaft, 4, so that rearward pressureupon said balls, 31,- operates as pressure upon the shaft, tending toforce it longitudinally rearward for disengagement of the clutch head,4", from the rear ratchet-toothed end 13 of the prime driving gear, 13,of the planetary gear train. It will be understood that the constructionthus far described would result in the clutch members, 4 and 13*, be-

ing gradually forced out of engagement by the rotation of the finaldriven gear, 11, causing the sleeve, 40, to be screwed rearward withrespect to andin the forward end of the hub of said gear, 11, and bymeans of the sleeve, 45, and the sleeve, 47 rigid therewith, pushingagainst the ball bearings, 31, and thereby against the shoulder, 4, in.the

shaft, 4, and pushing the latter rearward. If this action were permittedto occur in the gradual manner thus indicated, the points of the ratchetteeth of the members, 4 and 13, would be liable to be sheared ofiwhen'in the near approach of disengagement the stress upon them ofwinding the spring to near its limit of tightness would exceed theshearing resistance of the teeth near their points; and in any event thedisengagement would be effected in such a manner that the teeth wouldcontinue to click" upon each other in the continued rotation of theshaft,'4, because there would be no means of carrying them farther mentof the'sleeve, 40, is suflicient to overcome such resistance or partiallocking. This detent device consists in the forma-' tion upon the outercircumference of the sleeve, 47,'of an annular seat, 47, whichaccommodates a ball, 48, lodged in a radial aperture 11 formed in thehub, 11, of the gear, 11, said aperture being enlarged by counter-boringat the outer portion at 11 to accommodate a coiled spring, 50, withinwhich there is a plunger, 49, having a flange, 49*, which stops theinner end of the spring, and whose inner end' beyond said flange bearsupon the ball, 48, and transmits to it the pressure of the spring, '50,which is stopped at its outer end by a plug, 51, closing thecounter-bore, Il The annular seat, 47, slopes up steeply at its forwardside nearly to the circumference of the sleeve, 47, where there isformed another annular seat, 47, shallower than the seat, 47, whichaffords a secondary lodgment for the ball,.48, after it has been forcedup the incline leading to said secondary seat. It will be understoodthat the operation of this detent is to permit a slight gradual rearwardmovement of the sleeve, 47, under the pressure of the sleeve, 40,transmitted to the spring, '46, while the spring, 46, is beingcompressed because of the resistance of that movement presented by thesteep slope of the seat, 47 g in which the ball, 48, is l0dged,-and out0 which it must be crowded against the re sistance of the spring, 50,operating through the plunger, 49, on said ball, 48; and it will beunderstood that the energy stored in the spring, 46, by its compressionduring this slight rearward movement which the sleeve, 47 makes whilethe ball, 48, is being crowded up said steep slope, is sufficient toovercome the resistance of the engagement of the ball, 48, with saidslope, said slope acting against clutch members, 4 and 13".

When the brake is disengaged from the master gear to permit the springto unwind for starting the engine shaft (by the clutch connectionshereinafter described), the initial rotation of the final driven gear,11,

screwing the sleeve, 40, forwardly, causes the latter by engaging theflange, 45 to draw the sleeves, 45 and 47, forward causing the detentdevice to resume its original position with the ball, 48, seated in thedeeper annular groove, 47, while the spring, 50, reacting on the shaft,4, thrusts it longitudinally forward, rengaging the two clutch members,4 and 13", while both are rotating at the same speed, leaving them inproper relation for effecting the rewinding when the operator, after theengine is well started applies the brake chain band, 16, for holding themaster gear, 50 that the rotation of the engine shaft may again wind upthe spring.

The driving connection between the starter shaft, 4, and the final gearmember, 11, of the planetary gear train for causing the spring directlyconnected with said final gear member, 11, to communicate startingmovement to the engine shaft, is effected by means of a clutch devicecomprising a peripherally chambered sleeve, 60, which is mounted on theshaft member, 4-, and has a spline-and-groove connection therewith forsliding on and rotating with said shaft, or permitting the shaft toslide within said sleeve, which is in turn lodged within an annularcavity formed in the hub, 11, of the gear, 11, within the portionthereof which constitutes the drum upon which the spring is secured andwound so that said clutch member lies directly within the encompassingspring. In the peripheral chamber of this peripherally chambered sleevethere are pivotally mounted a plurality of clutch dogs, 61, the head ofeach engaging with interiorIy-pro ectmg clutch teeth, 11, whichareformed on the inner side of said drumfll, so that the dogs swingoutwardly at their head or engaging ends for engagement with said clutchteeth of the drum. The clutch teeth, as well as the teeth which form theheads of the dogs, are ratchet shaped, that 1 is to say, they have theirengaging faces abrupt and the other faces sloping so as to ride out ofengagement upon the driven member attaining a speed in the direction inwhich it is driven greater than that of the driving member. The drivingmember in this case being the drum, 11*, actuated by the spring inunwinding, and the driven member being the starter shaft, it will hap--an engine-connected starter from it a drum,

municated by the unwinding of the spring the starter shaft starts theengine shaft and the latter begins to rotate under its own power andattains a rotation faster than that which is originally communicated bythe unwinding action of the spring, the clutch dogs will be forcedinward by the encounter of the sloping faces of the clutch teeth anddisengaged from the latter. The clutch dogs are extended from theirfulcrum in tails, 62, which are weighted so as to be heavier than theopposite ends of the dogs, with the result that the centrifugal tendencyresulting from the rapid rotation of the shaft carrying the clutchchamber, 60, will hold the tails of the dogs outward from the axis ofrotation, thus keeping the heads withdrawn inward to the full extent towhich they are forced by the encounter of the sloping heads of theclutch teeth as mentioned, and effectually preventing any clicking ofthe dogs during the continued running of the engine after it is started.Flat steel springs, 64, are provided acting on the dogs, respectively,for forcing their heads outward for engagement with the clutch teeth ofthe drum; and the weight of the tails of the dogs is designed to be suchthat the centrifugal force operating upon them will overcome, not onlythe centrifugal force operating upon but also the additional force ofthe springs, and hold the dogs disengaged as stated.

I claim 1. In combination with a starter casing, main shaft; a motorspring in the casing coiled about the axis of said main shaft; aspeed-reducing train from the starter main shaft to the winding end ofthe power spring, all the members of said train having rotation aboutthe axis of said main shaft and having their intermeshings within aclosely limited transaxial zone, the final driven gear of said tramhaving rigid with it and extending laterally tached to and wound aboutsaid drum.

2, In combination with a starter casing, an engine-connected startermain shaft; a motor spring in the casing coiled about the axis of saidmain shaft; a speed-reducing train from the starter main shaft to thewinding end of the power spring, the final driven gear of said trainhaving rigid with it and extending laterally from it a drum, the powerspring being attached to and wound about said drum, and a one-waydriving clutch connection between said drum and the starter main shaftlocated within the spring-encompassed portion of said drum.

3. In combination with a starter casing, an engine-connected startermotor spring in the casing coiled about the axis of said main shaft; aspeed-reducing train from the starter main shaft to the the heads ofthedogs,'

the power spring being atmain shaft; a g

winding end of the power spring, the final driven gear of said trainhaving rigid with it and extending laterally fromit a drum, the powerspring being attached to and Wound about said durm, one-way drivingclutch connections between said drum and the starter main shaft.arranged for driving said shaft from said drum in the unwindingmovement.

4. In combination with a starter casing, an engine-connected startermain shaft; a motor spring inthe casing coiled about the axis of saidmain shaft; a speed-reducing train from the starter main shaft to theWinding end of the power spring, the final driven gear of said trainhaving integral with it a hub extended laterally and constituting a drumfor attaching said winding end of the spring; one-way driving clutchconnections between said drum and the starter main shaft arranged fordriving said shaft from said drum in the unwinding movement, said clutchconnections being located within the spring-encompassed portion of saiddrum.

5. In combination with a starter casing,

. an engine-connected starter main shaft; a

2 said main shaft and having their intermesh-v motor spring in thecasing coiled about the axis of said main shaft; a speed-reducing trainfrom the starter main shaft to the winding end of the power spring, allthe members of said train having rotation about the axis of said mainshaft and having their intermeshings within a closely limitedtrans-axial zone, the final driven gear of said train having integralwith it a hub extended laterally from said zone and constituting a drumfor attaching the winding end of the power spring; one-way drivingclutch connections between said drum and the starter main shaft, saidclutch connections being located within the spring-encompassed portionof said drum.

6. In combination with a starter casing, an engine-connected starter-main shaft; a motor spring in the casing coiled about the axis of saidmain shaft; a speed-reducing train from the starter main shaft to thewinding end of the power spring, all the members of said tram havlngrotation about, the axis of ing within a closely limited trans-axialzone, the final driven gear of said tram havving rigid with it anextending laterally from it a drum, the power spring being attached toand wound about said drum; one-way driving clutch connections betweensaid drum and the starter main shaft, arranged for driving said shaftfrom said drum in the unwinding movement, said clutch connections beinglocated within the spring-encompassed portion of said drum.

7. In combination with a starter casing, an engine-connected startermain shaft; :1 motor spring in the casing coiled about the tendinglaterally from it a drum, the power 7 spring-being attached to and woundabout said drum, and one-way driving clutch connections between the drumand the engineconnected shaft-located within the springencompassedportion of said drum.

,8. In combination with a starter casing, an engine-connected shaft insaid casing; a motor spring; a drum on which it is wound; a one-waydriving clutch within the drum connecting the latter to theengineconnected shaft for starting said shaft by the unwinding of thespring; said clutch comprising pivoted dogs carried by theshaft, andratchet teeth on the inside of the drum ongaged upon radially outwardmovement of the clutch heads of the dogs, said dogs having tailsextended at the opposite sides of their pivots from the clutching heads,and weighted for centrifugal effect when the shaft attains speed;whereby the dogs are centrifugally held out of engagement with the drumwhen the speed of the shaft overruns the drum. I

9. In combination with a starter casing, the engine-connected shaft inthe casing; a motor spring in the casing; a speed-reducing gear trainfrom the engine-connected shaft to the spring for winding it up,comprising an internally-toothed final driven gear which is vsupportedwholly exteriorly by journal bearings provided for it on the casing.

10. In combination with a starter casing. the engine-connected shaft inthe casing; a

motor spring in the casing; a speed-reducriorly by journal bearingsprovided for it,

one of said bearings being proximate to the plane of the internal gearteeth at one side of the motor spring, and the other being at the end ofthe drum remote from'said plane at the opposite side of the motorspring.

11. In combination with a starter casing, the engine-connected shaft inthe casing; a motor spring in the casing; a speed-reducing gear trainfrom the engine-connected shaft to the spring for winding it up,comprising an internally toothed master gear having exterior bearings onthe casing; an internally toothed final driven gear having an exteriorbearing on the casing; a prime driving gear having one bearing .on thecasing and another bearingon' the final driven gear; all

conneeted shaft, said shaft having one bearing within the prime drivinggear and another within the final driven gear.

12. In combination with a starter casing, the engine-connected shaft insaid casing; a motor spring in the casing; a speed-reducing gear trainfrom the engine-connected shaft to the spring for winding it up,comprising coaxial with the engine connected shaft a tubular primedriving gear having an exterior bearing in the casing, and an interiorbearing for the engine-connected shaft, both said bearings being insubstantially the same trans-axial plane.

13. In combination with a starter casing,

'the engine-connected shaft in the casing; a

motor spring in the casing; a speed-reducing gear train from theengine-connected shaft to the spring forwinding it up, comprising aninternally-toothed final driven gear having an exterior bearing in thecasing, and a tubular prime driving gear co-axial therewith having anexterior bearing in the final driven gear, said bearings being insubstantially the same trans-axial plane. I

14. In combination with a starter casing, the engine-connected shaft inthe casing; amotor spring in the casing; a speed-reducing gear trainfrom the engine-connected shaft to the spring for winding it up,comprising an internally-toothed master gear having exterior ballbearings in the casing, and an internally-toothed final driven gearhaving an exterior ball bearing on and interiorly of themaster gear,said ball bearings being on dirgctly opposite sides of the master gear.

15. In combination with a starter casing, the engine-connected shaft inthe casing; a motor spring in the casing a speed-reducing gear trainfrom the engine-connectedshaft to the spring for winding it up,comprising an internally-toothed master gear having exterior bearings onthe casing; an internally-toothed final driven gear having exterior ballhearings on the casing and on the master gear; a prime driving gearhaving a bearing on the casing, and another bearing on the final drivengear, all said gears being co-axial with the engine-connected shaft,said shaft having a bearingwithin the prime driving gear, and anotherbearing within the final driven gear;

16. In'combination with a starter casing, the engine-connected shaft inthe casing; a

1 motor spring'in the casing; a speed reducing gear train from theengine-connected shaft to the spring for winding it up, comprising aninternally toothed final driven gear having exterior bearings in thecasing, and a prime driving gear co-axial therewith having an exteriorbearing in the casing at one end, and another exterior bearing in thefinal driven gear at the other end.

17. In combination with a starter casing,

the engine-connected shaft in the casing; a motor spring in the casing;a speed-reducing gear train from the engine-connected shaft to thespring for winding it up, compris ng an internally-toothed master gearhaving an exterior bearing in the casing at one side; an

internally-toothed final driven gear POSI- tioned at the other side ofthe master gear, the master gear being recessed at said other side toadmit said final driven gear .wlthin 1t,

- and a ball bearing interposed between three seats, one of which isexterior with-respect to the final driven gear, another of which isinterior with respect to the master gear, and a third of which is in thecasing exterior to the other two.

18. In combination with a starter casing, the engine-connected shaft inthe casing; a motor spring in the casing; a speed-reducing gear trainfrom the engine-connected shaft to the spring for winding it up,comprising an internally-toothed master gear having an exterior bearingin the casing, and recessed at the opposite side, and aninteriorlytoothed final driven gear co-axial with the master gear andentered into said recess so as to be substantially encompassed by saidmaster gear, and a bearing for the master gear against the casing at themargin of said encompassing part on the master gear.

19. Iii-combination with a starter easing, the engine-connected shaft inthe casing; a motor spring in the casing; a speed-reducing gear trainfrom the engine-connected shaft to the spring for winding it up,comprising a master gear journaled in the casing, and means for lockingit against rotation, and

for releasing it to permit'it to rotate; and an interiorly-toothed finaldriven gear having an exterior bearing in the casing and in said mastergear, and having rigid with it and extended laterally away from theplane of said bearing to the opposite side thereof from the master geara drum upon which the motor spring is wound and to which the inner endthereof is attached for winding, and a bearing in the casing for theremote end of said hub beyond the motor spring.

20. In combination with a starter casing,-

an engine-connected starter main shaft; a motor spring in the casingcoiled about the axis of the engine-connected shaft; a planetaryspeed-reducing gear train to whose final driven gear one end of thesprlng 1s operatively connected, and a prime driving gear havingone-way-drivlng clutch connectlons with the engine-connected shaft; amaster gear and means'for holding it non-rotatable 5 1n the caslng, sa dfinal drlven gear and sald master gear being bothinternal gears of thesame diameter and difi'erent number of driving gear and floating betweensaid driving gear and said internal gears, being positioned between themsolely by its intermeshing with them.

21. In combination with a starter casing, an engine-connected startermain shaft; a motor spring in the 'casing coiled about the axis ofi'theengine-connected shaft; a final driven gear having rigid with it andextended laterally from it a drum, the motor spring being attached toand wound about said drum; a one-way driving clutch connected betweenthe drum and the engineconnected shaft; a master gear and means forholding it non-rotatable in the casing; a

prime driving gear operatively connected with the engine-connectedshaft, said master gear and said final driven gear being both internalgears of the same diameter and different number of teeth, and the primedriving gear being co-axial therewith and located within them, and aflanged pinion intermeshing vith said prime driving and said internalgears. and positioned between them solely by its intermeshing engagementtherewith.

22. In combination with a starter casing, an engine-connected startermain shaft in the casing; a motor spring in the casing coiled about theaXis of the main shaft; a speed-reducin train from the starter mainshaft to thewmding end of the power shaft, the prime driving gear ofsaid train being in the form of a sleeve encompassing theengine-coimected main shaft at the end remote from the engineconnectionof said shaft, and one-way driving clutch connections betweensaid engine-connected shaft and said-prime driving gear, consisting of aratchet toothed flange on the end of the engine-connected shaft havingits teeth facing toward'the engine-connected end and co operatingratchet teeth on the proximate end of said sleeve prime driving gear.

23. In combination with a starter casing, an engine-connected startermain shaft in the casing; a motor spring in the casing coiled about theaxis of the main shaft; a speed-reducing train from the starter mainshaft to the winding end of the power shaft, the prime driving gear ofsaid train being in the form of a sleeve encompassing theengine-connected main shaft at the end remote from the engine connectionof said shaft, and one-way driving clutch connections between saidengine-connected shaft and said prime driving gear, consisting of a.ratchettoothed flange on the end of the engine-com nected shaft havingits teeth facing toward the engine-connected end and cooperating ratchetteeth on the proximate end of said sleeve prime driving gear; saidengine-com nected shaft having limited range of longitudinal movement in1ts bearings, and a spring re-acting upon said shaft for thrust- 7. Q Ii b mg 1t 1n the direction for disengaging said driving gear of saidtrain, the engine-connected shaft being longitudinally movable forengagingand disengaging said last mentioned clutch; a sleeve which ismounted slidably on the engine-connected shaft having a threadedconnection with the final or spring-connectedgear of said train,andmeans on the frame for holding said sleeve non-rotatable witha'espectto the casing, and permitting it to slide, a second sleeve on theengine-connected shaft on which said first mentioned sleeve is mountedfor sliding between stops thereon, a spring interposed between thethreaded sleeve and the stop at the rear end, said second sleeve, beingarranged for pushing on the engine-connected shaft in the direction fordisengaging from the driving gear of said train, and having an annulargroove for engagement of a detent, a spring-pressed plunger mounted inthe final driven or spring-connected'gear, constituting a detentengaging said annular groove for yieldingly resisting the thrust of saidsleeve for pushing the engine-connected shaft in clutch-disengagingdirection, said sleeve having a second shallower annular groove adjacentto the first, adapted to receive-and lodge said detent at the limit ofsaid thrusting movement of the sleeve.

25. In an engine starter, in'combination with an engine-connected shaft,a motor spring and a train by which the engine-connected shaft winds thespring by the forward running of the engine, said train comprising amaster wheel which must be held stationary in order to wind the spring;oneway-driving clutch connections between the spring and theengine-connected starter shaft for rotating said shaft in the directionof forwardrnnning of the engine by the running down of the spring, andmeans for holding the master wheel a ainst rotation in one directiononly, said w eel being free to revolve in the opposite direction, saidsite direction, te train which connects the master wheel with thestarter main shaft being adapted for rotating the spring-attached trainelement in the opposite direction'from said starter main shaft.

27. In combination with astarter casing, a-n engine-connected startermain shaft; a motor spring in the casing coiled about the axis of theengine-connected shaft; a planetary speed-reducing gear train comprisinga final driven gearto which one end of the spring is operativelyconnected, a prime driving gear having one-way driving clutchconnections with the engine-connected shaft, a master gear and a planetpinion; means for holding the master gear against rotation in onedirection only, said master gear being otherwise free to rotate ineither direction,

said final driven gear and said master gear being both internal gears ofthe same diameter, the final driven gear having a less number of teeththan the master gear, the planet pinion meshing with both said internalgears and with the prime driving'gear, whereby the final driven gear ofthe planetary train is rotated in the opposite direction from the.

starter main shaft when the master gear is held non-rotatable.

28. In combination with a starter casing, an engine-connected startermain shaft; a motor spring in the casing coiled about the axis of theengine-connected shaft; a planetary speed reducing train comprising aprime driving gear which is rotated by the starter main shaft in theforward running of said shaft, a master gear and means for holding itagainst rotation in one direction, said gear being free to rotate in theopposite direction in the casing, a final driven gear and a planetpinion, the relation of the elements of said planetary train being suchthat the final driven gear rotatesin the opposite direction from theprime driving gear, said final driven gear being operatively connectedwith one end of the s ring for winding it and for being rotate by thespring in unwinding.

29. In an engine starter, in combination with an engine-connected shaft,a motor spring and a train by which the engineconnected shaft winds thespring by the forward running of the engine, comprising a one-waydriving clutch connection and a 1naster Wheel which must be heldstationary in order to wind the spring, and means for holding the masterWheel against rotation in one direction only, said wheel being free torevolve in the opposite direction, said train being adapted to rotatethe mastcrkwheel in said opposite direction by the reverse rotation ofsaid engine-connected starter shaft.

30. In an engine starter, in combination with an engine-connected shaft,a motor spring and a train by which the engine-connected shaft winds thespring bv the forward running of the engine, said train comprising amaster wheel which must be held stationary in order to wind the spring,and means for holding the master wheel against rotation in one directiononly, said wheel belng free to revolve in the opposite direction, saidtrain being adapted to rotate the master wheel in said oppositedirection by the reverse rotation of said engine connected startershaft.

In testimony whereof I have hereunto set my hand at Chicago, Illinois,this 21st day of January, A. D. 1916.

JOHN K. STEWART.

